Heating attachment for intake manifolds



Dec. 29, 1925. 1,567,809

F. C. MOCK ET AL HEATING ATTACHMENT FOR INTAKE MANIFOLDS Filed Dec. 27, 1921 2 Sheets-Sheet 1 Dec. 29 1925- F. C. MOCK El AL HEATING ATTACHMENT FOR INTAKE MANIFOLDS Filed Dec. 27, 1921 2 Sheets-Sheet 2 Patented Dec. 29, 1925.

UNITED STATES P-ATENT OFFICE.

FRANK c. MOCK AND MILTON E. CHANDLER, or. CHICAGO, ILLINoIs, ASSIGNORS To STROMBERG -MOTOR DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

HEATING ATTACHMENT FOR INTAKE NIANIFOLDS.

Application filed December 27, 1821. SeriaLNo. 524,945;

To all whom it may] concern;

Be it known that we, FRANK C. MoCKand MILTON E. CHANDLER, both Citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Heating Attachments for Intake Manifolds, of which the following is a full,

clear, concise, and exact-description, refer-' ence being had to the accompanying drawings forming a part of this specification. The invention aims to provide an inexpensive and conveniently applied attach-- ment for heating aportion of the intake manifold of an internal combustion engine by the circulation of exhaust gases in contact therewith, which exhaust ases are conducted from the exhaust mani old.

One of the particular objects of the 1nvention is to provide a' heating attachment of the above class which will have particular applicability to a Ford car. In the accompanyin drawings such an embodiment is shown or the purposes o'fillustration,

but it will be obvious that the essential fea-" tures of the invention may be employed in heating attachments generally or for any preferred make of car.

A further object, pursuant to the above expressed aim of providing an inex ensive construction, is to construct the eating jacket which'surrounds the intake manifol entirely of sheet metal stampin s, which can be applied to the intake mani old w1thout any alteration thereof and with max1- mum facility. v

A further object is to provide an improved coupling connection for connecting the end of the exhaust conduit to the exhaust manifold; and a still further object to provide an improved form of regulating valve at this coupling connection. 7

Another object is to provide an improved relation of seasonal and running adjustments for controlling the volume of exhaust gases circulating through the heatin jacket.

A still further object is to provi e a construction of jacket which will be rotatable to different points around the bend in the conventional Ford manifold toenable the jacket to be conveniently fitted to manifolds of different sizes and shapes.

Referring to the accompanying drawings: Figure '1 is i fragmentary side elevational 8 characteristic of the Ford car. exemplary of the general arrangement in Fig. 4:;is an end elevational view of the heating jacket; and

Fig. '5 1s a diagrammatic View on a smaller scale, illustrating a throttle control for the heating attachment.

. Fi re 1 illustrates the typical relation of ex aust manifold"? and intake manifold This is the majority of L. head motors. It will be observed that the carbureter 9 is of the horizontal tube type, and that the intake manifold has a horizontal bend 8' which has the conventional flanged connection with the carburetor 9. The angle between the upper ortion and the horizontal ex tension of t e intake manifold is approximately a right angle, andconsequently the mixture must. un ergo a sharp chan e in direction in upassing through this end, withthe res t that there is a pronounced tendency to precipitate the unatomized fuel at this point in t e manifold. Heating the outer curve of this bend is the most eflicacious manner of vagorizing the impinging which are diverted from the exhaust manifold 7 down through a conduit 13.

The jacket 12 is constructed of front and rear sections 14 and 15 stamped out of sheet metal. Both sections 14 and 15 have their main body portions spaced awa from the intake manifold to provide the intervening jacket area 12 on both sides and around the inner and outer curves of the manifold bend. The two sections are coupled together through marginal flanges 16 and 17 which are curved outwardly at 18 and 19 (Fig. 4) to form semi-cylindrical en aging portions for snugly embracing t e upright and horizontal portions of the manifold.

Screws 21 extend through holes in the opposing flanges on each s1de of the manifold and tap into nuts 22 on the reverse side of the jackets. As shown in Figures 3 and 4, both of the flanges 16 and 17 are formed with opposing outwardly extending beads 23 beyond the plane of the screws 21 for receiving a pliable gasket 24. This packing ring or gasket may be of any suitable material capable of withstanding the temperatures of the exhaust gases, being preferably split into two abutting sections, one of which? fits into each bead 23, whereby each gasket section encircles an opposite side of the manifold where it enters and passes out of the jacket. The pressure imposed by the screws 21 compresses the two gasket sections together in their respective beads and effectively prevents leakage from the jacket.

Particular attention is directed to the variation or discrepancy frequently exists between the intake manifolds of stock Ford cars, such as in the curvature of the bend, the diameter of the manifold, the length of the upright portion or the pitch of the taper thereof, etc. It therefrom becomes exceedingly difiicult to universall fit a stock design of jacket on all mani olds without alteration, leakage or rattling. T is is avoided .in the present instance, however, by the absence of long end extensions whereby the jacket may be revolved around and upwardly about the bend until it snugly engages on the taper of the upright portion,

where it can be clamped fast. The bend in the manifold is the point of rimary imortance for the application 0 vaporizing eat.

The front section 14 of thejacket is provided with a laterally expanded portion 25, the upper wall of which is provided with an o enin 26 for receiving the lower end of t e ex aust conduit 13. Referring to Fig. 3, it will be noted that a short nipple or sleeve 27 is beaded or expanded in the opening 26. The exhaust conduit 13 is preferably flexible tubing which can be readily slipped down over the nipple extension 27.

-The up or end of the exhaust conduit 13 is adapted to make connection with the exhaust manifold 7 throu h a tubular coupling connection 28. Tl'llS coupling connection 28 is formed with a downwardly extending nipple portion 29 over which the upper end of the conduit 13 engages. The

open inner end of the tubular member 28 is adapted to be supported in communication with an exhaust opening 31 which has been previously drilled in the outer wall of the exhaust manifold 7. The tubular member 28 is adapted for convenient connection with the exhaust opening 31 through the medium of a I T-bolt 32 which extends through the tubular member..28 and detachably secures the same to the exhaust manifold. The T end 33 is first inserted through the opening 31 diagonally and is then disposed to have the ends thereof engage with the inner wall of the manifold 7 at opposite points ofthe opening 31. The outer end of the bolt 32 passes through'th'e head 34 of a sleeve valve 35 in the tubular member 28, and receives a Wing nut 36 by which the couplin connection 28 can be firmly clampe to the side of the manifold 7. The

inner end of the tubular coupling member 28 abuts the outer flat wall of the manifold 7 directly, preferably havin a reduced flange 38 which fitsinto the ex aust opening 31. The head 34 of the sleeve valve 35 has suitably secured thereto a lever 37, by which the valve may be manipulated and the position of the port 35 indicated.

The sleeve valve 35 has a lateral outlet port 35 which is adapted to communicate to a greater or less extent with the passageway down through the nipple extension 29 By loosening the wing nut 36 the head 34 can be rotated to dispose a greater or less area of the valve port 35 in communication with the nipple extension 29, to thereby regulate the volume of exhaust gases flowin down through the 'acket 12. This is pre erably a seasonal a justment for regulating the heat imparted to the intake manifold in accordance with the season of the year and 1tfhe climatic conditions prevailing at that line.

The exhaust gases after flowin down through the jacket 12 and around t e bend in the intake manifold pass out from the jacket through an opening 43 in the 'rear jacket section 15. TlllS o ening 43 is formed in a laterally expande portion 44, similarly to the opening 26, and expanded or beaded therein is a discharge conduit 45. This discharge conduit 45 may be extended back to reenter the exhaust manifold, or may have a restricted outlet to muflie the discharge of exhaust gases therefrom. In the construction illustrated this is obtained by closing the end of the (pipe 45 and providing a series of longitu inal slots 46 for the emimion of thegases. 1

It is frequently desirable to have a running adjustment which will be conveniently operable from the dash or steering column for controlling the volume of exhaust gases I it will be noted that the nipple extension 27 projecting upwardly from the jacket 12 is provided with a throttle valve 47 mounted on a transverse shaft 48. A control rod 49 extends from this throttle valve up to a control member 51 on the dash of the automobile. By the manipulation of the control button 51 it will be obvious that any volume of exhaust gases may be passed through the heating jacket 12 in accordance with the temperature or other conditions prevailing at that particular time.

In Fig. 1 I have shown this throttle control of the exhaust gases passing through the jacket operating conjointly with the throttle control of the carbureter. The typical carbureter throttle 54 is mounted on a control shaft 5.3 adapted for the usual operation through a control rod 56. For securing simultaneous actuation of the throttles 47 and 54 the earbureter throttle arm 57 is connected through a link 58 with the throttle arm 59 of the exhaust throttle 47. The link has suitable connection with the throttle arms to accommodate the movement of these arms in different planes. By

this arrangement the operation of the carbureter throttle 5-1 operates to control the exhaust throttle 47 and thereby admit a greater or less volume of exhaust gases to the heating jacket 12. The two throttles are preferably connected for inverse operation, because with open throttle the flow of exhaust gases should be restricted. This-is owing to the increased back pressure of the mutller and the increased temperature of the exhaust gases at the higher speeds, requiring the flow of exhaust gases through the jacket to be restricted at this time.

WVe claim:

In combination, an intake manifold having an approximately right angled bend therein and being tapered at one side of said bend, a frame enclosing said bend, said frame having an opening at one end receiving said tapered end of the manifold and having an opening at its other end fitting the manifold adjacent to the other end of said bend, said frame between said openings being spaced from said manifold whereby to engage said manifold only at said openings and whereby it may be slid along the manifold to securely and intimately fit at the said tapered end, said frame forming the outer Wall of a heating chamber around said manifold, and an exhaust inlet and outlet for said chamber.

In Witness whereof we hereunto subscribe our names this 19th day of December, 1921.

FRANK C. MOCK. MILTON E. CHANDLER. 

